Alarm device for railway-tracks.



No. 658,838. Patntad Oct. 2, [900. You; ALARM DEVICE FOR RAILWAY TRACKS.

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(Application fllgd A 28, 1800.

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MFG 58,838 Paitentod Oct. 2, I900.

.1. FAYOLLE. ALARM DEVICE FOR RAILWAY TRACKS.

(Application filed Apr. 25, 1900.)

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mam: PETERS ca. movum' No. 658,838. Patented Oct. 2, 1900.

' J. FAYOLLE.

ALARM DEVICE FUR RAILWAY TRACKS.

(Application filed. Apr. 25, 1900.)

6 Sheets-Sheet 5.

(No Model.)

W masses 1 HO WASHKNGTQN a c No. 658,838. Patented Oct. 2, I900.

J. FAYOLLE.

ALARM DEVICE FOR RA'IELWAY TRACKS. (Application filed Apt. 25, 1900.)

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N iTEl STAT PATENT OFFICE.

JOSEPH FAYOLLE, OF LYONS, FRANCE.

ALARM DEVICE FOR RAILWAY-TRACKS.

SPECIFICATION formingpart of Letters Patent No. 658,838, dated October 2, 1900.

Application filed April 25, 1900- Serial No. 14,248. (No model.)

To all whom it may concern.-

Be it known that I, JOSEPH FAYOLLE, a citizen of the Republic of France, and a resident of Lyons, France, have invented certain new and useful Improvements in Alarm Devices for Railway-Tracks, of which the following is a specification.

This invention relates to an improved alarm system for railwaytracks serving the purpose of avoiding the usual accidents and securing the regulating distances between the several trains running on the track.

The primary object of the invention is to provide means for automatically actuating the signal-disks arranged along the track and for automatically placing detonating signals upon the track-rails.

A further object is to provide means whereby the cars of the train are jolted when the train passes a closed signal.

A still further object is to provide means whereby the alarm-whistle of the trainis operated when the train runs beyond the closed signal, all of these means or devices being operated simultaneously, as hereinafter described.

The improvements consist of the construc-' struction, novel combination, and arrangement of parts fully described hereinafter and specifically pointed out in the appended claims.

In the accompanying drawings, Figure 1 is a side-elevation of a portion of the track, showing the operating-lever of the alarm device and its connections. Fig. 2 is a top plan view of the parts shown in Fig. 1. shows a modification, hereinafter described. Figs. 3 and 4 are enlarged detail views showing the manner of actuating the operatinglever by the wheel of the engine. Fig. 5 is a transverse sectional view through the track, showing the devices for automatically actuating the signal-disks and detonating signals. Fig. 6 is a planv view of the parts shown in Fig. 5. Figs. 7 and 8 are enlarged detail views of some parts shown inFigs. 5 and 6. Fig. 9 shows the device for operating the device used on tra'mways when the system is employed for operating the track-switches. Fig. 11 is a diagram indicating the order and Fig. 2

- Fig. 10 shows aarrangement of my improved signaling devices along a line and at a switch.

Referring now to the drawings, 1 represents any suitable way. The rearward end of said bar has a downwardly-projecting extension 5, provided with a curved slot 6, the center of said curve being on the pin 3. Said slot is engaged by a suitable pin 7, secured to the rail 2, whereby the bar 1 is properly guided and prevented from moving away from the rail 2. a cover-shaped part 8, connected with a similar part 9 by means of a bolt 10 or otherwise, and between said parts Sand 9 is arranged a coil-spring 11, having a tendency to maintain the bar 1 in its raised position, Fig. 1. To the lower part 9 is secured a lever-arm 12, the other end of which is fastened on a horizontal shaft 13, journaled in suit-able bearings 14 14, secured beneath the track. The outer end of said shaft 13 carries a depending arm 15, to the lower end of which are suitably attached the ends of transmission wires, rods, or equivalents 16 17, the wire 17 of which operates a signal-disk similar to that herein- To the extension 5 is suitably secured after described. The shaft 13 is provided with 'a ball-box 18, serving the purpose of balancing the movements. To the forward end of the bar 1 is pivoted a lever-arm 19, carrying abalance-weight 20, serving the same purpose.

The transmission wires,rods, or equivalents are arranged in underground passages and guided by suitable devices, such as guidepulleys or the like.

Each section of the track is provided with a lifting-lever for the purpose of raising the operating-lever and the detonating signals located at the rear of the respective section.

In the modification shown in Fig. 2 the lever 12 is fast on a shaft 21, running along the track-rail 2 and employed as a substitute for the wires 17 13, Fig. 1, said shaft 21 being rotated as the lever 1 is depressed by the engine-wheel, the rotation being imparted to the device for actuating the detonating signals and signal-disks.

Referring now to Figs. 5 and b of the drawings, 22 represents the usual signal-disk secured on avertical shaft 23, journaled in and supported by a suitable frame 24. The lower end of said shaft is provided with a lever 25, to which are attached the ends of the transmission-wires 17, and with another lever-arm 26 at right angles with the lever and with which is pivotally connected the rod 27, extending to the center line of the track and under the ti'aclerail, as shown, and the other end of which is pivotally connected with a leverar1n 28, fast on shaft 29, arranged parallel to the rails and carrying two other lever- 7 arms 30 31, the ends of which are pivotally connected with the connecting-rods 32 and 33, respectively. The latter are pivot-ally connected with vertical levers 34, fulcru med at or near the center thereof on shafts 35, secured between two supporting cross-bars 36. To the upper end of each lever 34 is suitably secured a part 37, provided with laterally-projecting arms 38 38, to which the petards or detonating devices 39 are suitably attached. (See Figs. 7 and 8.) The free end of the part '37 terminates in a cross-bar 40, having a slightly-ascending upper surface and an abrupt rear end, so that when the signal is closed thewheels of the engine and the cars run upon said bar 40 and drop again upon the rail at the rear of said bar, whereby the cars are jolted to notify the danger to the enginedriver and to the passengers should the detonating devices 39 laid upon the rails fail to operate or not be heard by the engineman and should the signaldisk 22 be not seen by the engine-driver. a suitably-curved piece 41, intended to be engaged by the device for operating the alarmwhistle or the steam or air brake of the train. Said device is shown in Fig. 9 of the drawings. 42 represents a stationary support or hanger secured to the engine. To the lower end of said hanger is pivotally connected the bellcrank lever 43 44, the vertical arm 43 of which is provided at its lower end with a suitable roller 45, adapted to engage the curved piece 41 when the latter is placed upon the rail, the signal being closed. The horizontal arm 44 of said lever is pivotally connected with a link 46, to which is attached the rod 47, connected with the alarm-whistle or operatingvalve of the brake. (Not shown.) The spring 48 serves to hold the lever-arm 43 in its proper position and to deaden the jerks when the roller engages the piece 41. Assuming a signal to be closed, the engine first passes over the detonating devices laid upon The part 37 carries also the track-rail and over the incline 40, whereby the engine is jolted. Furthermore, the cnrved piece 41 operates the alarm-whistle or brake of the train. It will therefore be seen that it is nearly impossible for the train to run beyond a closed signal.

I will now describe the vnodus opercmch' of the whole system with reference to the diagram shown in Fig. 11. The train passes over the lever A, which is depressed and actuates the detonating devices A at the rear of said lever, said devices being thus laid upon the rail. At the same time the levers A are raised as the train passes the detonating devices B, which are raised, and engages the lever B of the second section of the track. Said lever B is depressed, whereby the (letonating devices B are again brought upon the rails and whereby the lever [B and the lever B at the bifurcation are raised. Then the train engages the lever A, which operates to raise the detonating devices A and passes the detonating devices 0, which are raised when the signal is open. Now the train engages the lever O, which brings the detonating devices C upon the rail and operates at the same time the lifting-lever G On the bifurcated track said lever O depresses the operating-lever 0 connected with the detonating devices 0, and raises the liftinglever Now the train passes over the lifting-lever B which raises the operating-lever B, which in turn raises the detonating devices B and depresses the llfDlDg-IGVGI'B on the bifurcation. Then the train passes over the lever which has been raised by the lever 0 Said lever C is depressed and raises the lever O, which removes the detonating devices 0 and depresses the lever C on the bifurcation, said lever 0 raising the lever 0 and so on.

The above-described improvements may be applied to a tramway-track for operating the switches thereof from the cars. In this case the levers 1 of the system are suitably connected with the switches to be operated and actuated by the motor-driver by the following device: 49, Fig. 10, represents a screwthreaded vertical shaft suitably journaled in bearings 50 50, secured to a suitable part on the platform of the car. Said shaft is provided with a suitable handle-bar 51. The shaft 49 is engaged by a movable nut 52, to which is pivotally connected the end of the lever 53, fulcruined at 54, and the other end of which is adapted to engage and press upon a shoulder 55,.inovab1e on the vertical rod 56, the lower end of which is provided with another fixed shoulder 57 and which is movably arranged in guides 58 58. Between the shoulders and 57 is fitted a coiled spring 59, and the lower end of the rod 56 carries a suitable roller 60, adapted to engage the levers 1 on the track when the rod 56 is lowered by suitably actuating the handle 51.

It is evident that changes may be made in the structural details of the construction without departing from the scope or sacrificing any of the advantages of the invention.

Having fully described my invention, what I claim, and desire to secure by Letters Patent, is

1. In an alarm system of the character described, the combination of a rotatable signal-post carrying a visual signal, a lever pivoted at the side of the track-rail and adapted to be engaged and depressed by the wheels of the engine, connections between said lever and an armtfrom said post whereby said post is rotated when the lever is depressed; movable petard-carriers arranged at the sides of the rails and adapted, when actuated, to place petards or detonators on the track, and connections between a second arm from said signal-post and said petard-carriers, whereby they are operated when the post is rotated.

2. In the alarm system of the character described, the combination of a rotatable signalpost, a transverse rod pivotally connected to an arm on said post, and extending under the track-rail to the center line of the track, a small shaft arranged parallel to the rails and between the same, a suitable connection between the transverse rod and said shaft, pivoted petard-carriers on the sides of the track-rails, suitable connections between said shaft and the pivoted petard-carriers, with means for rotating said signal-post at the passage of the trains, substantially as set forth.

3. -In the alarm system of the character described, the combination of the pivoted petard-carrier on the sides of the track-rails and a suitably-curved piece secured upon said petard-carrier, with a lever pivoted on the engine of the train, means on said lever for engaging the, convex surface of said curved piece, and suitable connections between said lever and the alarm-whistle of the train, substantially as set forth.

4. In an alarm system of the character described, the combination of the pivoted petard-carrier on the sides of the track-rails, a suitably-curved piece secured upon said petard-carrier, and a suitable incline having an abrupt end and adapted to be placed upon the track-rail, with a lever pivoted on the engine of the train and adapted to engage said curved piece, and suitable connections between said lever and the operating device of the train-brake, substantially as set forth.

In testimony whereof I have hereunto set my hand in presence of two witnesses.

JOSEPH FAYOLLE.

Witnesses:

FR. DU Boone, KIBEK. 

